Railway-rail anchor



Mays,192s! f 1,669,245

J. A. HYLE ET AL RAILWAY RAIL` ANCHOR Filed Nov. 14| 1927 2 sheets-sheet .2

Snowdon',

i W @im @fig Patented May 8, 1928.

UNITED ISTATES JACOB A. HYLE,'0F ATLANTIC CITY, NEW

LOS ANGELES, CALIFORNIA, ASSIGNORS PATENT oFFlcE.

JERSEY, AND CLARENCE R. KEATLEY, OF TO CONTINENTAL RAILWAY SUPPLY COR- PORATION,A CORPORATION 0F DELAWARE.

wLWAY-RAIL ANCHOR.

Application led November 14, 1927, Serial lNo. 238,074.

gitudinal displacement of the rails during the tra-vel of the rolling stock thereover.

The prime object of the invention is to provide a novel, simple, durable, economical, practical and kthoroughly eicient anchor from a. single piece ot high grade spring steel of suitable dimensions andpossessing maximum strength, which may be easily and readily applied to the base of a track rail and securely-retained -in its proper operative position thereon, and which will .always eie'ctively clamp the track rail and i lco-operate with a stationary part of the road bed to prevent-the track rail from creeping.

.Another object of the invention -is to so construct our improved device that it will always maintain an extremely tight and effective frictional engagement with the track rail under any and all conditiogisgozh` service.

. Further objects of the invention are to so construct this novel rail anchoring-device that it willsuccessfully resist creeping of the track rail; that it may be removed and" re-applied any number ofV times and at the same time always retain its effective tension and gripping power; that it provides the desired bearing surface contact with the railway tie and extends downwardly to the middle portion of the tie and into the road ballast, and is so shaped where itenters the ballast that the vibration and wave motion of the track rail will push the ballast apart so that it will not be in constant contact with said ballast thereby avoiding interference with the railway electric signaling system now employed; that it possesses the desired and necessary resiliency in securing it to the track rail, and the greater the twisting strain to which the said anchor may `be subjected the more intense gripping laction is imparted thereto.

The foregoing and such other objects as may appear from the ensuing description are accomplished by the construction, arrangement, location and combination of the parts hereinaftenmore fully described, illustrated in the accompanying drawings, and particularly pointed out` in the claims appended hereto, it being understood that slight changes in the precise form, proportions and minor details of the construction may be resorted to without departing from the s irit or sacrificing any of'the advantages o the.

said invention.

In the accompanying drawings forming a part of the speciication it will be seen that Figure l is a perspective of the improved device embodying our invention, showing itin contact with the base'of a track rail and in contact with a cross-tie which forms a stationary part of therailway road bed.

Figure 2 is a side elevation showing the anchor secured in its proper position to the base of a track rail, said rail being shown partly in dotted lines, and

Figure 3 is a plan of the novel rail anchor showing it detached from the rail base.

.g IIn j the embodiment of our invention as illustrated, the numeral l indicates a rail way track rail and 2 an underlying crosstie forming a stationary part of the road bed, and supportingtlie rail 1, the said rail having a tendency to creep, when subjected to the excessive strain caused by the travel of the rolling stock thereover.

Our novel and improved rail anchor is formed 4:from any suitable or desired metal, but is preferably formed from a single piece or flat barl of high carbon spring steel of the desired or required dimenslons, andmay he of any desired thickness ory width,

and is provided with a jaw portion 3, that portion constituting the jaw which overlaps and clamps the inclined upper face of the rail base being slit centrallyand rearwardly to the point 4, and spread apart in opposite direations forming a V-shaped opening ther through, as is clearly shown in Figs. l and 3.

The body portion of the anchor is formed with ia downwardly extended spring loop portion 5 adapted to rest and provide a bearing surface in contact with the railway cross-tie 2, down to a point about midway of the height of saidtie terminating at the point 6, for the purpose hereinafter referred to, while its upwardly and outwardy eX- adapted to lirmly and tightly grip one edge of the rail base, as clearly shown in the drawings, said portion 7 from the point 9 to its outer stepped end portion .8 being drop forged or compressed to make it about one.- fourth of an inch of less width than the jaw and body portion 8 thereof, the object being to cause all of the strain to which the anchor is subjected to be imparted to the jaw and body portion 8 thereof to the point 9, hence the snapping stepped end portion or member is normally out oit contact with the cross-tie, the same 'formation being utilized when applied to either side of the track rail, in order to prevent contact with the tie or tie plate ``r0m the point 9 to its outer end, thus rendering the anchor applicable to eitherside of the track rail.

By referring to Fig. 3 of the drawings it will be seen that the outer end portion of the anchor is narrowed and is not normally in contact with the tie, hence it will be readily evident that in the event that the rail has a tendency to creep, said end portion being carried. forward by the rail imparts a sidew-ise twisting movement to the anchor, thus causing one of the split portions of the a'w member to ride upwardly in contact with the inclined upper surface of the rail base, thereby materially adding to the intensity of its gripping power and insuring an evertight gripping action on the track rail base from either direction.

It will be perceived that this anchor vformed with a depending portion that eX- tends to about the center or midway of the height of the tie, thereby preventing any tendency of the tie to rock sidewise when severe strain is imparted thereto, thus insurver.

ing greater stability and unity to the parts, and the spring loop portion 5 is so formed lthat its top narrowed portion slightly overlaps the widened body portion of the anchor in order to furnish the proper resiliency in securing the anchor to the rail base and intermediate the ends of the anchor it is de pressed or weakened slightly at the points 10 in order to create a greater tendency for the necessary springing action tol certain parts of the anchor.

It will be seen that the anchor is so formed that its outer free end portion normally extends in a horizontal plane above the lower level of the base portion 12 of the jaw 3, so that when the anchor is adjusted to the track rail there will be.continuous pressure upwardly, by the said end portion .avainst the lower face of the track rail.

Tenee, when a blowis struck against the outer face of the depending body portion,

orfwhen a suitable tool is applied in contact with said body portion, the outer free end portion will be caused to immediately snap upwardly and tightly elainp the edge of the rail base, and is maintained in such position due to the high tension or pressure exerted by the overlapping spring loop portion and the particular construction of the anchor, and owing to the continuous upward pressure of its outer end there is no possibility of the anchor loosening or dropping off,

from the excessive vibration occasioned byI the passage of the rollingstock over the track rails, or the rubbing up and down action against the tie as' the wheels pass over the track rails.

Owing to the precise construction of this particular type of anchor it will be readily evident that the maximum strength is obtained and that the greaterthe tendency of the track rail to creep, the more intense will be its' gripping power, thereby insuring a practical and thoroughly effective anticreeper.

It will be understood that our anchor may be formed from any suitable or desirable material, and of any desired thickness and dimensions, such as may be required for the purpose for which it is intended.

The outer free end stepped portion is so formed as to provide a plurality of steps to compensate for4 excessive wear, hence when said end portion becomes worn, and the anchor is re-applied one or the other steps will snap into contact with the edge of the rail base, thereby always maintaining a tight grip against the edge of the rail base.

Having thus described our invention what we claim and desire to secure by Letters Patent is: l

l. A single piece rail anchor comprising a flattened bar Vprovided with a longitudinally split jaw portion, a depending overlapping spring loop portion, a narrowed stepped free end portion, and a plurality of depressed portions .intermediate its length.

2. A single piece rail anchor conuirising a {iattcned bar of spring steel provided with a longitudinally split jaw portion, a widened depending body portion terminating at the middle portion of a cross-tie, an overlapping narrowed-spring loop portion, a narrowed and stepped free end portion, and' a series of depressed portions intermediate its length.

3. A single piece rail anchor comprising a bar of metal having a widened jaw portion and depending body portion, said jaw portion being split longitudinally with a V- shaped opening between its ends, an overdinally split jaw portion at one end, a, wid- 5. A single piece rail anchor formed from' Y ened depending body portion extending to Vat bar of metal having a. longitudinally split the middle portion of a cross-tie, a. narrowed jew portion, mwidened depending body por- 10 overlapping spring loop, portion, a-narrowed tion, a narrowed spring 'loop portion, and a 5 and stepped outer ree end portion, and n narrowed and stepped free end portion.

series of depressions formed therein inter- JACOB A. mediate its length. v CLARENCE R. KEATLEY. 

